Railway steam car-brake



(No Model.) 2 Sheets-Sheet 1.

P. B. WALKER 85 J. LAUDER.

RAILWAY STEAM GAR BRAKE.

N5. 278,297. Patented M y 22,1883

T a u l-l-l u-a 1 f fi z. f Z

Win/c35 5:

(No Model.) 2 Shets-Sheet 2.

F. B. WALKER & J. LAUDER.

RAILWAY STEAM GAR BRAKE; No. 278.297. Patented Ma'y22,1883.

' u. PETERS, Plwln-Lilbdgnphlf. wwmm an To all whom it may concern UNITED STATES PATENT OFFI E.

FRED. B. WALKER AND JAMES LAUDER, OF eALvEsroN, TEXAS.

RAILWAY STEAM CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 278,297, dated May 22, 1883.

Application filed January 12, 1883. (No model.)

Be it known that we, FRED. B. WALKER, a

I citizen of the United States, and JAMES LAU- DER, a subject of the Kingdom of Great Britain, residingat Galveston, countyof Galveston, State of Texas, have invented a new and useful Improvement in Railway-Gar Brakes,

ofwhich the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, making part of this specification.

l Ourinvention relates to an improvement in car-brakes; and it consists in combining with a car-brake of suitable construction a steam actuating device attached tothe locomotive and provided with a valve of peculiar construction and operatiom whereby in the event f of an accident to. the machinery seriousconse- .quences would be avoided, as will'be more fully set forth hereinafter. I

In the accompanyingudrawin gs, Figure l is atop plan view of a tender, partly broken away, Wiiih our improved attachment. Fig. 2is a :vertical longitudinal section of the same. Fig.

3 is a detailed view of the mechanism attached to the locomotive. a represents a cylinder fastened under "the deck of an engine and in a line and directly behind the rear'driving-axle. In the cylinder plays a piston, the rod b of which has. at its outer end an eye, 0, by which it can be connected to the rod B under the front endof the tender. This rod B extend the lengthof the tender, and is pivoted at its center to the rod 3, pivoted to one side of the tender-frame, the outerend being pivoted to therod D,which extends a little beyond the rear end of the tender. 1 Therod B is also provided near its rear end with the elongated slot B, into which projects the upper end of the pivoted lever E, secured to the brakes at e and connected to the front 1 brakes of thetruck by the rod F, pivoted there.

to. When steam is admitted to the cylinder a I behind the piston the piston-red is caused to '-"move forward and through the lever E and y connecting-rod F to applythe brakes, as shown in dotted linesin Fig. 1 The rod D is provided with an eye at its rear end, to which l i may be attached thefront end of the rod B in theforward car. Each car in the train is of course provided with the same apparatus.

11 In order to adapt our invention for use as a hand-brake, weattach the chain H to the lever O, and connectit tothe ordinary lever, ratchet, and pawl on the platform of the cars or on the tender, and thus enable the cars to be checked by brakemen, as in the ordinary way. The

cylinder at is supplied with steam by the pipe A, leading from the steam-dome, the pipe extending along the upper side of the cylinder and connecting therewith at the rear end, as atf, so as to admit the steam behind the piston. This pipe A is also connected to the cyl inder a at the front end by means of the angle" The valve is normally. closed, steam being only admitted through the opening f. When applying the brakes the piston moves forward,

and should a break occur the piston, relieved of its rearward resistance, would rush violently forward and knock out the cylinder-head,were it not for the mechanism just described; but when ourimprovementis used the piston comes in contact with the tappet-rod n, and through it and the lever is opens the valve 17. thereby admitting steam into the front end of the cylinder, and thus causing an equal pressure to bear uponthe piston at both sides. This fea ture is of very great importance, as will be readily understood. Secured to each end of the cylinder 0, at the lower side thereof, arc the valves 0, which are kept normally open by the springs 1; bearing against their under sides, as shown. The springs are in practice so constructed as to bear a pressure of five (5)p0unds to the square inch. When steam is in thecylinder above that pressure the valves are closed. When below it they are open, and the water which results from the condensation of the steamis allowed to escape from the cylinder.

Having thus described our invention, we claim- 1. The system of brakes herein described, composed of the rod 1B, lever O, pivoted thereto, rod D, lever E, securedto the rod B at its upper end, fulcrumed to one set of brakes and having its lower end pivoted to the connecting-rod F, connecting-rod F, and suitable brakes, in combination with the cylinder a, se-

cured to the locomotive, the said cylinder being provided with the pipe A for admitting steam to the rear end, pipeg for admitting steam to its forward end, said pipe 9 being provided with a valve, 7;, suitable lever, 7c, and tappet-rod n, projecting into the cylinder, and having a piston-rod and piston working therein, all combined and arranged to operate substantially as shown and described.

2. The cylinder at, provided with the pipe A for admitting steam to its rear end, pipe 9 for admitting steam to its forward end, said pipe gbeing provided with a valve, 6, suitable 

